Intercommunication area expressway transformation method, device, equipment and medium

Abstract

The invention relates to the field of data processing, in particular to an intercommunication area expressway transformation method and device, equipment and a medium. The method comprises the following steps: accurately determining an intercommunication type by comprehensively considering a traffic engineering drawing, historical accident data, position information and transformation reasons of a current road, deeply analyzing the influence of transformation on the structure of the existing road network, and meanwhile, combining the current steering traffic volume and the long-term predicted traffic volume to obtain the traffic flow of the existing road network. According to the method, a geometric layout optimization scheme and road technical indexes are scientifically formulated, and a targeted reconstruction plan is finally generated, so that the perspectiveness, rationality and safety of a reconstruction project are effectively improved, it is ensured that the reconstructed expressway can better adapt to future traffic demands, the road network structure is optimized, and the traffic accident risk is reduced; therefore, through comprehensive and meticulous data analysis and design optimization, the effectiveness of transformation is improved.

Description

Technical Field

[0001] This application relates to the field of data processing, and particularly to a method, device, equipment and medium for reconstructing an interchange area of an expressway. Background Art

[0002] The interchange area of an expressway is an area where an expressway connects and transfers traffic flows with other expressways, urban roads, rural roads and other different road systems. It is an important part of the urban traffic network, playing a key role in connecting different roads and realizing the reasonable distribution of traffic flow. It is like the "transportation hub" of the expressway, enabling vehicles to enter and exit and transfer between different roads.

[0003] With the acceleration of the urbanization process, the traffic demand is increasing continuously. The original design of the expressway interchange area can no longer meet the growing traffic flow demand, resulting in problems such as traffic congestion and frequent accidents. Therefore, how to reconstruct the expressway interchange area efficiently and scientifically and improve its traffic capacity and safety has become an urgent problem to be solved in the field of transportation. In the prior art, to solve the problem of reconstructing the expressway interchange area, the traffic capacity is usually improved by increasing the number of lanes, such as changing a two-lane one-way road to a three-lane road. However, the existing reconstruction methods mainly rely on traditional experience, often lacking an accurate judgment of the basic type and a refined design of the geometric layout, resulting in problems such as traffic congestion and potential safety hazards in the reconstructed expressway interchange area. Therefore, how to improve the effectiveness of reconstructing the interchange area of an expressway has become an urgent problem to be solved currently. Summary of the Invention

[0004] To improve the effectiveness of reconstructing the interchange area of an expressway, this application provides a method, device, equipment and medium for reconstructing an interchange area of an expressway.

[0005] In a first aspect, this application provides a method for reconstructing an interchange area of an expressway, adopting the following technical solution: A method for reconstructing an interchange area of an expressway includes: Obtain the traffic engineering drawing, historical accident data and the location of the current road of the current road, and obtain the reason for the reconstruction corresponding to the current road, where the traffic engineering drawing includes the connection relationship between the current road and each road and the existing linear longitudinal slope parameters; Based on the traffic engineering drawing, determine the interchange type corresponding to the current road; Obtain the existing design indexes of the intersecting road, and analyze the structural influence of the interchange reconstruction on the existing road network in combination with the reason for the reconstruction; Determine the current turning traffic volume and the long-term predicted traffic volume corresponding to the location of the road, where the long-term predicted traffic volume includes the prediction of traffic volume growth in the future for many years; Based on the interchange type, the structural impact, the current diversion traffic volume, and the long-term predicted traffic volume, determine the geometric layout optimization plan and road technical indicators corresponding to the interchange type; Based on the interchange type, the geometric layout optimization plan, and the road technical indicators, generate the renovation plan for the current highway.

[0006] By adopting the above technical solutions, by comprehensively considering the traffic engineering drawings, historical accident data, location information, and renovation reasons of the current highway, accurately determine the interchange type, deeply analyze the structural impact of the renovation on the existing road network, and at the same time combine the current diversion traffic volume and the long-term predicted traffic volume to scientifically formulate the geometric layout optimization plan and road technical indicators, and finally generate a targeted renovation plan, effectively improving the forward-looking, rationality, and safety of the renovation project, ensuring that the highway can better adapt to future traffic demands after renovation, optimizing the road network structure, reducing the risk of traffic accidents, and thus improving the effectiveness of the renovation through comprehensive and detailed data analysis and design optimization.

[0007] In a possible implementation manner, based on the traffic engineering drawings, determining the interchange type corresponding to the current highway includes: Identify the crossroad corresponding to the current highway in the traffic engineering drawings, and determine the crossroad parameters of the crossroad. The crossroad parameters include the road grade and the design speed; Obtain the set of interchange types corresponding to different road grades, and extract the applicability characteristic parameters corresponding to each interchange type; Based on the crossroad parameters, the existing linear longitudinal slope parameters, and the applicability characteristic parameters, determine the interchange type corresponding to the current highway from the set of interchange types through a multi-dimensional matching algorithm.

[0008] By adopting the above technical solutions, by accurately identifying the crossroad corresponding to the current highway in the traffic engineering drawings and its parameters (such as road grade and design speed), and obtaining the set of interchange types corresponding to different road grades and their applicability characteristic parameters, and then using a multi-dimensional matching algorithm to comprehensively consider the matching degree of the crossroad parameters, the existing linear longitudinal slope parameters, and the applicability characteristic parameters, the interchange type of the current highway can be accurately determined, significantly improving the accuracy and efficiency of determining the interchange type, providing a scientific basis for traffic engineering design and planning, and ensuring the rationality and safety of highway construction.

[0009] In a possible implementation manner, determining the interchange type corresponding to the current highway through a multi-dimensional matching algorithm includes: Construct a type decision matrix including the road grade, the design speed, and the terrain characteristics; Collect the traffic composition characteristic values and terrain and geological parameters of the current highway; Input the form decision matrix, the traffic composition eigenvalue, and the terrain and geological parameters into a pre-trained form selection model, and obtain a candidate form sequence including fitness scores as the output; Based on the evaluation of reconstruction economy and the verification of construction feasibility, select the interchange form corresponding to the current highway from the candidate form sequence.

[0010] By adopting the above technical solution, by constructing a form decision matrix including road grade, design speed, and terrain features, collecting the traffic composition eigenvalue and terrain and geological parameters of the current highway, and skillfully using a pre-trained form selection model for multi-dimensional matching, a candidate form sequence including fitness scores is output. This process not only comprehensively considers the characteristics of the highway itself and the adaptability of the external environment, but also further accurately selects the interchange form corresponding to the current highway from the candidate sequence based on the evaluation of reconstruction economy and the verification of construction feasibility, effectively improving the scientificity and accuracy of decision-making, and ensuring the economic rationality and construction feasibility of the highway construction project.

[0011] In a possible implementation manner, determining the long-term predicted traffic volume corresponding to the highway location includes: Integrate the external data sources of the current highway, where the external data sources include population and economic indicators, urban planning data, and technology development parameters, and the technology development parameters include new energy vehicle penetration curves and autonomous driving maturity evaluation matrices; Based on the historical accident data, construct a traffic flow attenuation factor matrix, and combine it with the external data sources to establish a multi-level OD inversion model; Use a combined prediction algorithm to simultaneously run a grey system model and a BP neural network model to generate a first predicted traffic volume sequence and a second predicted traffic volume sequence respectively; Introduce the entropy weight method to dynamically calculate the weight distribution coefficients of the grey system model and the neural network model, and generate a benchmark long-term traffic volume prediction value through weighted fusion to obtain the long-term predicted traffic volume corresponding to the highway location.

[0012] By adopting the above technical solutions, through comprehensively integrating the external data sources of the current highway, including population and economic indicators, urban planning data, and technology development parameters (such as the new energy vehicle penetration curve and the autonomous driving maturity assessment matrix), a multi-level and multi-dimensional OD inversion model is constructed, and innovatively combined with a traffic flow attenuation factor matrix based on historical accident data. Further, a combined prediction algorithm is used to simultaneously run the grey system model and the BP neural network model to generate two independent predicted traffic volume sequences, and the entropy weight method is used to dynamically adjust the weight distribution of the two models to achieve the weighted fusion of the prediction results, thereby obtaining a more accurate and reliable benchmark long-term traffic volume prediction value. This not only significantly improves the accuracy and robustness of the long-term traffic volume prediction, but also provides strong data support for highway planning, design, and management, helps optimize resource allocation, and promotes the sustainable development of the transportation system.

[0013] In a possible implementation manner, based on the interchange type, the structural influence, the current turning traffic volume, and the long-term predicted traffic volume, a geometric layout optimization plan corresponding to the interchange type is determined, including: Based on the structural influence, determine the expected renovation features corresponding to the current highway; Based on the current turning traffic volume, the long-term predicted traffic volume, and the expected renovation features, determine the features to be renovated, and determine the feature layout corresponding to each feature to be renovated; Based on the interchange type and each feature layout, determine the geometric layout optimization plan corresponding to the interchange type.

[0014] By adopting the above technical solutions, through in-depth analysis of the structural influence, accurately determine the expected renovation features of the current highway, and closely combine the current turning traffic volume, the long-term predicted traffic volume, and these expected renovation features to scientifically identify the features to be renovated and their corresponding feature layouts. On this basis, the solution further combines the interchange type, comprehensively considers the coordination and optimization requirements of each feature layout, and finally formulates a geometric layout optimization plan corresponding to the interchange type.

[0015] In a possible implementation manner, the expected renovation features include the lane number feature and the acceleration lane length feature. Based on the current turning traffic volume, the long-term predicted traffic volume, and the expected renovation features, determine the features to be renovated, including: Recheck the traffic capacity of each section in the traffic engineering drawing to identify bottleneck sections; Based on the current turning traffic volume and the long-term predicted traffic volume, use the VISSIM simulation model to test the traffic efficiency of different lane widening schemes; Based on the bottleneck sections, the structural impacts, and the traffic flow efficiency of different lane widening schemes, determine whether to carry out vehicle lane number feature transformation and whether to carry out acceleration lane length feature transformation to determine the features to be transformed.

[0016] By adopting the above technical solutions, the traffic capacity of each section in the traffic engineering drawing is reviewed, and the bottleneck sections are accurately identified. Subsequently, based on the current steering traffic volume and the long-term predicted traffic volume, the VISSIM simulation model is used to comprehensively test the traffic flow efficiency of different lane widening schemes. On this solid foundation, the scheme comprehensively considers the specific conditions of the bottleneck sections, the structural impacts, and the traffic flow efficiency of each lane widening scheme, and scientifically decides whether to carry out the transformation of the lane number and the acceleration lane length, so as to accurately lock the features to be transformed.

[0017] In a second aspect, the present application provides an interchange area highway reconstruction device, adopting the following technical solutions: An interchange area highway reconstruction device includes: An acquisition module, configured to acquire the traffic engineering drawing, historical accident data, and highway location of the current highway, and acquire the reconstruction reason corresponding to the current highway, where the traffic engineering drawing includes the connection relationship between the current highway and each road and the existing linear longitudinal slope parameters; A first determination module, configured to determine the interchange type corresponding to the current highway based on the traffic engineering drawing; An analysis module, configured to acquire the existing design indicators of the intersecting road, and analyze the structural impacts of the interchange reconstruction on the existing road network in combination with the reconstruction reason; A second determination module, configured to determine the current steering traffic volume and the long-term predicted traffic volume corresponding to the highway location, where the long-term predicted traffic volume includes the traffic volume growth prediction for the next several years; A third determination module, configured to determine the geometric layout optimization scheme and road technical indicators corresponding to the interchange type based on the interchange type, the structural impacts, the current steering traffic volume, and the long-term predicted traffic volume; A generation module, configured to generate a reconstruction plan corresponding to the current highway based on the interchange type, the geometric layout optimization scheme, and the road technical indicators.

[0018] In a third aspect, the present application provides an electronic device, adopting the following technical solutions: An electronic device, the electronic device includes: At least one processor; A memory; At least one application program, where at least one application program is stored in the memory and is configured to be executed by at least one processor, and the at least one application program is configured to: execute the interchange area highway reconstruction method described in the first aspect above.

[0019] In a fourth aspect, the present application provides a computer-readable storage medium, adopting the following technical solution: A computer-readable storage medium, comprising: a computer program that can be loaded and executed by a processor to implement the interchange area highway reconstruction method described in the first aspect above.

[0020] In summary, the present application includes the following beneficial technical effects: By comprehensively considering the current highway traffic engineering drawings, historical accident data, location information, and reasons for reconstruction, accurately determining the interchange type, deeply analyzing the impact of the reconstruction on the structure of the existing road network, and combining the current turning traffic volume and long-term predicted traffic volume, scientifically formulating an optimized geometric layout plan and road technical indicators, and finally generating a targeted reconstruction plan, effectively improving the forward-looking, rationality, and safety of the reconstruction project, ensuring that the highway can better adapt to future traffic demands after reconstruction, optimizing the road network structure, reducing the risk of traffic accidents, and thus enhancing the effectiveness of the reconstruction through comprehensive and detailed data analysis and design optimization. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 is a schematic flowchart of an interchange area highway reconstruction method provided by an embodiment of the present application; Figure 2 is a schematic block diagram of an interchange area highway reconstruction device provided by an embodiment of the present application; Figure 3 is a schematic diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] The following further describes the present application in detail Figure 1 - with reference to the Figure 3 accompanying drawings.

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art without creative efforts based on the embodiments in the present application belong to the scope of protection of the present application.

[0024] To facilitate the understanding of the technical solutions proposed in the present application, several elements introduced in the description of the present application will be introduced here first. It should be understood that the following introduction only facilitates the understanding of these elements in order to understand the content of the embodiments of the present application, and does not necessarily cover all possible situations.

[0025] The highway interchange area is the area where the highway connects and transfers traffic flows with other highway, urban road, rural road and other different road systems. It is like the "transportation hub" of the highway, enabling vehicles to enter, exit and transfer between different roads. Specifically, the highway interchange area can include: ramp system, acceleration and deceleration lanes, collector-distributor lanes, overpasses and flyovers, as well as traffic signs and markings.

[0026] The intersecting road refers to the road that intersects with another main road (such as highway, railway, etc.). This concept is often used in the field of traffic engineering, especially in cases involving road intersections. For example, in the highway interchange area, in addition to the main line of the highway, the ramps connecting to the highway and the local roads connected to the ramps all belong to the intersecting roads. The traffic flow of the intersecting roads converges or separates from the main road traffic flow through ramps or other connecting facilities.

[0027] The embodiment of the present application provides a method for reconstructing an interchange area highway, as Figure 1 shown. In the method provided in the embodiment of the present application, it is executed by an electronic device, which can be a server or a terminal device. Among them, the server can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device can be a smart phone, a tablet computer, a notebook computer, a desktop computer, etc., but is not limited thereto. The terminal device and the server can be directly or indirectly connected through wired or wireless communication methods. The embodiment of the present application does not limit this. The method includes steps S101 - S106, where: Step S101: Obtain the traffic engineering drawing, historical accident data and the location of the current road of the current highway, and obtain the reasons for the reconstruction of the current highway.

[0028] Among them, the traffic engineering drawing includes the connection relationship between the current highway and each road and the existing linear longitudinal slope parameters. The current highway is the highway that needs to be reconstructed currently. Specifically, generally, a drawing containing information such as the connection relationship, geometric shape, and traffic sign and marking positions between the highway and other roads, ramps, toll stations and other traffic facilities will be drawn at the beginning or after the establishment of the highway. This drawing is the traffic engineering drawing. After the traffic engineering drawing is completed, it is generally uploaded to the database in the electronic device for storage. Therefore, the electronic device can obtain the corresponding traffic engineering drawing from the database corresponding to the current highway. The linear longitudinal slope parameters are information such as the slope size and slope length of the road in the longitudinal extension direction. These parameters are crucial for analyzing vehicle driving power conditions, drainage requirements and traffic safety, and are the key basis for traffic engineering planning, design and reconstruction.

[0029] The location of the highway refers to the specific location information of the highway to be renovated currently in the geographical space, including the region where it is located, the surrounding topographical and geomorphological features, and the relative positional relationship with other important geographical landmarks (such as cities, rivers, mountains, etc.). Specifically, the location information of the current highway can be obtained by using a Global Positioning System (GPS) module or from a Geographic Information System (GIS) database, and stored in the form of latitude and longitude coordinates or geographical area codes.

[0030] The historical accident data records the detailed information of traffic accidents that occurred in the current highway and its surrounding areas during a certain period in the past, including the time of the accident, the precise coordinates of the location, the types of accidents (such as rear-end collisions, crashes, rollovers, etc.), the types and quantities of involved vehicles, and the casualty situation, etc. By deeply mining these data, accident-prone sections, time periods, and the causes of potential safety hazards can be discovered, providing strong support for targeted renovation. Specifically, the historical accident data related to the current highway can be extracted from the traffic accident statistics database. Among them, there are corresponding accident data for each highway in the traffic accident statistics database.

[0031] Furthermore, after the relevant personnel decide to renovate the current highway, the reasons for renovation can be manually input into the user interface of the electronic device. For example, traffic engineers, based on the investigation and analysis of the current situation of the highway, open the renovation project management software on the computer and input description information of renovation reasons such as "traffic congestion caused by excessive traffic flow" and "access requirements for newly developed surrounding areas" in the corresponding text box, and the electronic device obtains the renovation reasons corresponding to the current highway.

[0032] Step S102: Based on the traffic engineering drawing, determine the interchange type corresponding to the current highway.

[0033] Among them, the interchange type refers to the specific layout mode for realizing traffic flow conversion and connection when the expressway intersects with other roads. Common interchange types include cloverleaf, diamond, trumpet, directional, etc. Different interchange types have their own characteristics in ramp setting, connection angle with the intersecting road, and traffic flow organization method, and have a significant impact on traffic operation efficiency, driving safety, and project cost. It is the core element of interchange area design.

[0034] Specifically, an image processing and analysis software is used to load the traffic engineering drawing file, and key elements and line features in the drawing are identified through image recognition algorithms. More specifically, the interchange type can be determined based on features such as the connection method, quantity, and angle between the ramp and the main line. If the ramps are distributed in a cloverleaf pattern and there are four loop ramps connecting the main line, it can be determined as a cloverleaf interchange; the lane layout is determined by counting the number of lane lines and measuring their widths; the ramp form is determined by analyzing the degree of curvature and direction of the ramps. These recognition results are combined to determine the interchange type corresponding to the current highway and stored in a specific data structure for subsequent processing.

[0035] More specifically, in this embodiment, based on the traffic engineering drawing, determining the interchange type corresponding to the current highway includes: Identifying the intersecting road corresponding to the current highway in the traffic engineering drawing and determining the parameters of the intersecting road. The parameters of the intersecting road include the road class and the design speed. Obtaining the set of interchange types corresponding to different road classes and extracting the applicable characteristic parameters corresponding to each interchange type. Based on the parameters of the intersecting road, the existing linear longitudinal slope parameters, and the applicable characteristic parameters, the interchange type corresponding to the current highway is determined from the set of interchange types through a multi-dimensional matching algorithm.

[0036] The parameters of the intersecting road are a series of parameters used to describe the basic characteristics of the intersecting road, involving the road class and the design speed. The road class is a category divided according to factors such as the function, traffic volume, and service level of the road. Common ones include expressways, first-class highways, second-class highways, urban arterial roads, and secondary arterial roads. The design speed refers to the speed at which vehicles can safely travel under ideal road and traffic conditions and is an important basis for road design, affecting design elements such as the alignment and lane width of the road.

[0037] Specifically, the traffic engineering drawing is loaded, and image recognition technology is used to analyze the road lines, markings, etc. in the drawing. By identifying features such as the shape, width, and connection method of the road, the current highway and the intersecting road are distinguished. For example, expressways usually have thicker lines and are marked with specific symbols and names. If the intersecting road has relatively thinner lines and is marked with the name of an urban road, it can be determined as the intersecting road.

[0038] After determining the intersecting road, search for relevant annotation information in the traffic engineering drawings, such as the annotation of road grade (which may be marked in text beside the road) and the annotation of design speed (usually in the road design description section). If there is no direct annotation in the drawing, query the relevant database, and infer the road grade and design speed based on information such as the geographical location of the intersecting road and the surrounding land use. For example, if the intersecting road is located in the city center and connects important commercial areas and office areas, it can be inferred that it is an urban arterial road, and the design speed range can be determined by referring to relevant standards. Finally, store the determined road grade and design speed as the parameters of the intersecting road in the memory of the electronic device for use in subsequent steps.

[0039] Furthermore, query the set of interchange types corresponding to different road grades from the traffic engineering database. For each interchange type in the set, further extract its corresponding applicability characteristic parameters from the traffic engineering database. Among them, the traffic engineering database stores relevant information of various interchange types classified by road grade. For example, for roads of highway grade, it may store various interchange types such as cloverleaf interchange and trumpet interchange. The electronic device extracts the set of interchange types corresponding to the road grade of the intersecting road.

[0040] Even further, integrate the parameters of the intersecting road (road grade and design speed), the existing linear longitudinal slope parameters (slope value, longitudinal slope length, vertical curve radius, etc.) with the applicability characteristic parameters of each interchange type extracted from the set of interchange types. Then, run a multi-dimensional matching algorithm. This algorithm first compares the applicability characteristic parameters of each interchange type with the parameters of the intersecting road and the existing linear longitudinal slope parameters one by one. For example, check whether the minimum radius of the ramp of a certain interchange type meets the vehicle turning requirements at the design speed of the intersecting road, and whether its maximum longitudinal slope is compatible with the existing linear longitudinal slope. The algorithm assigns corresponding weights according to the importance of different parameters, and conducts a comprehensive score (weighted summation) for each interchange type. The importance is determined by collecting various data in the actual use of different interchange types, such as accident incidence rate, traffic flow, etc., and then analyzing the correlation between these data and each parameter (such as minimum ramp radius, maximum longitudinal slope, etc.). For example, taking multiple parameters such as minimum ramp radius and maximum longitudinal slope as independent variables and accident incidence rate as the dependent variable, establish a multiple linear regression model. By analyzing the regression coefficients and significance levels of each independent variable, the importance of each parameter can be judged; or use SPSS statistical software for multiple linear regression analysis. If it is found that there is a strong correlation between the minimum ramp radius and the accident incidence rate, then it can be considered that the parameter of the minimum ramp radius is more important, and a higher weight is assigned.

[0041] According to the scoring results, select the interchange type with the highest score as the interchange type corresponding to the current highway. For example, if the trumpet interchange has the highest score after considering various parameters, the electronic device determines that the interchange type corresponding to the current highway is the trumpet interchange and stores the result in the electronic device for subsequent renovation analysis and design work.

[0042] Specifically, in this embodiment, the interchange type corresponding to the current highway is determined by a multi-dimensional matching algorithm, including: Construct a type decision matrix including road grade, design speed, and terrain characteristics; Collect the traffic composition characteristic values and terrain and geological parameters of the current highway; Input the type decision matrix, traffic composition characteristic values, and terrain and geological parameters into a pre-trained type selection model, and obtain a candidate type sequence containing fitness scores; Based on the renovation economy evaluation and construction feasibility verification, select the interchange type corresponding to the current highway from the candidate type sequence.

[0043] Specifically, extract the road grade and design speed information from the previously obtained parameters of the intersecting road, and at the same time obtain the terrain characteristic data of the area where the current highway is located from a Geographic Information System (GIS) or a related topographic survey database. Create a blank matrix, list the interchange types corresponding to the current highway (such as cloverleaf, diamond, trumpet, directional, etc.) on the rows of the matrix, and list the road grade, design speed, and terrain characteristics on the columns of the matrix. Specifically, for the interchange type corresponding to the current highway, obtain the preset parameters corresponding to the interchange type corresponding to the current highway, and fill in the preset parameters of this interchange type in the matrix to form a complete type decision matrix.

[0044] By connecting to the traffic flow monitoring system, obtain the traffic composition data of the current highway. The monitoring system may collect information such as vehicle types and speeds through devices such as induction coils, video cameras, and microwave radars. Analyze and statistically process these data, calculate traffic composition characteristic values such as the proportion of different vehicle types, and store them. For terrain and geological parameters, the terrain and geological parameters such as soil type, foundation bearing capacity, and groundwater level can be extracted by querying the geological exploration report database, which stores the detailed geological information of the area where the current highway is located.

[0045] Further, organize and format the constructed type decision matrix, the collected traffic composition eigenvalues, and the topographic and geological parameters to meet the input requirements of the pre-trained type selection model, and input the organized data into the pre-trained type selection model. The model analyzes and calculates the input data, and through its internal algorithm, evaluates each candidate interchange type and calculates their fitness scores. The model forms an element by combining each interchange type and its fitness score, and arranges them in descending order of the fitness score to form a candidate type sequence. The electronic device receives and stores this candidate type sequence. The algorithm inside the type selection model refers to the multiple linear regression algorithm, and the fitness score is obtained through weighted summation.

[0046] Furthermore, for each interchange type in the candidate type sequence, first conduct a retrofit economic assessment to estimate the construction cost, operation cost, and economic benefits. An authoritative, comprehensive, and traffic engineering-related project cost database can be queried, such as the database established by national or local transportation departments. The database contains construction cost data for interchange projects of different types and scales, which can be used as a reference. Then, match the design scheme of the candidate interchange type with similar projects in the database. The factors to be considered include the scale of the interchange (such as the number of ramps and lanes), structural form (such as the proportion of bridges and tunnels), geological conditions, construction technology, etc. Through comparing the cost data of similar projects, preliminarily estimate the construction cost of the current interchange type. The estimation of construction cost includes direct cost estimation and indirect cost estimation. Direct costs include land acquisition costs, demolition compensation costs, building material procurement costs, mechanical equipment rental costs, labor costs, etc. Determine the approximate range of each cost according to the design scheme. For example, estimate the land acquisition cost based on the land area and local land price, and estimate the building material cost based on the engineering quantity and market material price. Indirect costs include temporary facility costs, management fees, regulatory fees, profits, and taxes, etc. These costs are calculated according to a certain proportion, and relevant project valuation specifications and industry standards are referred to during the calculation. For example, the management fee is calculated as a certain percentage of the direct cost. Operation costs include daily maintenance costs, energy consumption costs, and management costs. Daily maintenance costs include road maintenance costs, greening maintenance costs, lighting equipment maintenance costs, etc. The annual maintenance cost can be estimated according to the scale and facilities of the interchange. For example, the road maintenance cost can be calculated based on the road area and the maintenance unit price per square meter. Energy consumption costs include electricity costs for lighting, ventilation, and other equipment. The energy consumption cost can be estimated based on the equipment power, usage time, and local electricity price. Management costs include management staff salaries, office expenses, etc. The management cost can be estimated according to the management scale and personnel configuration. Estimation of economic benefits: Evaluate the economic driving effect of the interchange on the surrounding area, such as promoting land development, attracting investment, and improving logistics efficiency. The economic benefits can be estimated by analyzing the economic data (such as GDP growth, number of enterprises settled in) of the surrounding area before and after the construction of similar interchanges and establishing a prediction model (such as an input-output model). For example, a new interchange may make the cargo transportation in the surrounding industrial park more convenient, reduce logistics costs, attract more enterprises to settle in, and thus drive regional economic growth. If the interchange can improve the traffic conditions and attract more vehicles to pass through, it may bring an increase in toll revenue. Through a traffic flow prediction model (such as an autoregressive moving average (ARMA) model), combined with the toll standard, estimate the future toll revenue. Set the weights of construction cost, operation cost, and economic benefits. For example, the weight of construction cost is 0.4, the weight of operation cost is 0.3, and the weight of economic benefits is 0.3. Then, perform a weighted sum to obtain the economic score of each interchange type scheme.

[0047] Construction feasibility verification: Refer to the relevant knowledge and experience of the construction organization design, and combine with the actual situation of the current highway to evaluate the operability, technical feasibility and impact on the existing traffic during the construction process for each interchange type. According to the evaluation results, give a construction feasibility score for each interchange type. Set the weights of the economic score and the construction feasibility score, perform weighted summation on the economic score and the construction feasibility score of each interchange type to obtain a comprehensive score. Compare the comprehensive scores of each interchange type in the candidate type sequence, and select the interchange type with the highest comprehensive score as the interchange type corresponding to the current highway. If there are multiple interchange types with the same score, further compare other factors (such as traffic function, environmental impact, etc.) to determine the final interchange type.

[0048] Step S103: Obtain the existing design indicators of the intersecting road, and analyze the structural impact of the interchange reconstruction on the existing road network in combination with the reasons for reconstruction.

[0049] As the road connecting to the highway interchange, the intersecting road itself has a series of design parameters (i.e., the existing design indicators of the intersecting road), including the road grade (such as first-class highway, urban arterial road, etc.), which determines the design speed and bearing capacity of the road; the number of lanes and lane width, which affect the traffic capacity and driving comfort; the cross-section form, which reflects the layout of facilities such as the central median and shoulders; and the design load standard, which is related to the vehicle weight that the road can bear. These indicators are the key basis for measuring the performance and adaptability of the intersecting road. Specifically, the existing design indicators of the intersecting road can be queried and obtained from the traffic engineering database.

[0050] Implementing the reconstruction of the highway interchange area will inevitably change its traffic connection relationship with the surrounding intersecting roads, and thus affect the structure of the entire existing road network at the macroscopic level. It may cause the redistribution of traffic flow, such as a sudden increase in traffic pressure on some sections while the flow on other sections is relieved; change the importance ranking of road nodes, and some originally secondary intersections become key traffic hubs due to the interchange reconstruction; it may also affect the accessibility of regional roads, having a chain reaction on the surrounding land use and economic development.

[0051] Specifically, in combination with the entered reasons for reconstruction, use traffic flow simulation software (such as multi-modal traffic planning software - Emme) to construct a regional road network model including the highway, the intersecting road and the surrounding related roads. Set different reconstruction scenarios in the model, simulate the operation of traffic flow, observe the changes in parameters such as flow, speed, and delay, and quantitatively analyze the impact of the interchange reconstruction on the existing road network structure, generate an analysis report, and visually present the results in the form of charts and data comparison.

[0052] Step S104: Determine the current turning traffic volume and the long-term predicted traffic volume corresponding to the highway location. The long-term predicted traffic volume includes the traffic volume growth prediction for the coming years.

[0053] Among them, the current turning traffic volume is the traffic flow data of vehicles turning from one direction to another in the highway interchange area during the current period, including the flow from the main line to the ramp (such as the exit traffic volume), the flow from the ramp to the main line (such as the entrance traffic volume), and the flow of vehicles changing directions between ramps, etc.

[0054] Specifically, the electronic device can establish a data connection with the traffic flow monitoring system. This system collects vehicle driving data through induction coils, video cameras or other traffic flow detection devices installed on the highway. The electronic device sends a request to the monitoring system to obtain the traffic flow data within a certain range (such as the interchange area and its adjacent sections) around the current highway location, and filters out the current turning traffic volume data according to the driving trajectory and turning behavior of the vehicles. For example, by tracking the trajectories of vehicles in the video images, judging the turning actions of vehicles in the interchange area, counting the number of vehicles in different turning directions, and summarizing them at regular time intervals (such as every hour, every day, etc.), the turning traffic volume data for different periods can be obtained to get the current turning traffic volume for the current period.

[0055] More specifically, for the data from the induction coils, according to the time sequence of different coils being triggered and the corresponding position information, a driving trajectory chain of the vehicle is constructed. For example, if a vehicle first triggers the induction coil at position A and then triggers the induction coil at position B, it can be determined that the vehicle has traveled from point A to point B, and so on, continuously supplementing and improving the driving trajectory of the vehicle. For the video data collected by the video camera, target tracking algorithms (such as feature-based tracking algorithms, Kalman filter algorithms combined with correlation tracking algorithms, etc.) can be used. Specifically, in the initial frame of the video, the vehicle target is identified and its features (such as unique identifiers like the color, shape, texture of the vehicle) are extracted. Then, in subsequent consecutive frames, based on these features, the vehicle is continuously locked. By calculating the coordinate position changes of the vehicle in each frame, the driving trajectory of the vehicle is depicted. Even when the vehicle is briefly blocked, the tracking trajectory can be continued as accurately as possible through the algorithm.

[0056] Furthermore, obtain the key turning judgment areas pre-marked in map data (such as geographical information data after digitization of electronic maps, traffic engineering maps, etc.), for example, the entrances and exits of each ramp in the highway interchange area, intersections of urban roads, etc. When the driving trajectory of the vehicle enters these preset turning judgment areas, analyze the subsequent direction of the vehicle trajectory. Taking the highway ramp as an example, if the vehicle was originally driving along the main line and its driving trajectory bends towards the ramp and finally enters the ramp, it is determined that the vehicle has made a turning behavior, and the turning direction is clearly from the main line to the ramp (i.e., exit turning); conversely, if the vehicle enters the main line from the ramp, it is determined as turning from the ramp to the main line (i.e., entrance turning). At regular time intervals, for example, every 15 minutes, every hour, every day, etc. as a statistical period. Within each statistical period, count the number of vehicles separately for different turning directions (such as different entrance and exit directions of each ramp in the highway interchange area, different turning situations such as left turn, right turn, straight ahead at each intersection of urban roads). For example, in the exit direction of a certain ramp in a highway interchange area, within one hour, after the above-mentioned turning behavior judgment link, it is determined that a total of 50 vehicles have turned from the main line and entered this ramp, and this data is recorded as the turning traffic volume of this ramp exit within this hour.

[0057] The long-term predicted traffic volume is a judgment of the total traffic volume of highway traffic in the future for many years (such as the next two or three decades) based on a comprehensive consideration of multiple factors such as the population growth trend of the region, economic development plan, land use change, and traffic policy orientation.

[0058] Furthermore, in this embodiment, determining the long-term predicted traffic volume corresponding to the highway location includes: Integrate the external data sources of the current highway. The external data sources include population and economic indicators, urban planning data, and technology development parameters. The technology development parameters include the new energy vehicle penetration curve and the autonomous driving maturity assessment matrix; Construct a traffic flow attenuation factor matrix based on historical accident data, and combine it with external data sources to establish a multi-level OD inversion model; Use a combined prediction algorithm to run the grey system model and the BP neural network model simultaneously to generate the first predicted traffic volume sequence and the second predicted traffic volume sequence respectively; Introduce the entropy weight method to dynamically calculate the weight distribution coefficients of the grey system model and the neural network model, and generate a benchmark long-term traffic volume prediction value through weighted fusion to obtain the long-term predicted traffic volume corresponding to the highway location.

[0059] Among them, population and economic indicators reflect a series of data indicators in aspects such as the population quantity, structure, growth situation, economic development level, and trend of a region. It can include population quantity, population growth rate, age structure, GDP (Gross Domestic Product), and per capita income. These indicators are closely related to traffic demand. The increase in population and economic development often lead to the growth of traffic volume.

[0060] Urban planning data are detailed data on the future development layout and functional zoning of a city, including land use planning (such as the distribution of commercial areas, residential areas, and industrial areas), traffic infrastructure planning (such as newly built roads, subway lines, etc.), and public service facility planning. Changes in urban planning will directly affect the distribution and scale of traffic demand.

[0061] Technical development parameters are parameters representing technological progress in the traffic field. Among them, the new energy vehicle penetration curve describes the changing trend of the proportion of new energy vehicles (such as electric vehicles and hybrid vehicles) in the total vehicle ownership over a period of time in the future; the autonomous driving maturity assessment matrix is a set of indicators and criteria for evaluating different stages of autonomous driving technology from R & D to wide application, used to measure the maturity of autonomous driving technology at different time points.

[0062] Specifically, obtain the population quantity, population growth rate, age structure, GDP (Gross Domestic Product), and per capita income data of the region where the highway location belongs from the current highway database, and organize and store them. Also, obtain the urban planning data of the region where the highway location belongs from the current highway database, including the latest land use planning map and traffic infrastructure planning documents, digitize and analyze these data, and extract information related to the current highway, such as changes in land use around the highway and the connection situation between newly planned roads and the current highway. For technical development parameters, obtain the new energy vehicle penetration curve and the autonomous driving maturity assessment matrix from the current highway database, and convert the new energy vehicle penetration curve into time - series data, recording the penetration rate of new energy vehicles in different years.

[0063] Analyze the obtained historical accident data and conduct classification statistics according to factors such as accident type (such as rear-end collision, collision, rollover, etc.) and accident location (accurate to the road section). For each classification situation, analyze the change in traffic flow within a preset time after the accident (such as several hours or days after the accident), and calculate the attenuation ratio of traffic flow. Based on the statistical analysis results, construct a traffic flow attenuation factor matrix. The rows of the matrix can represent different accident types, the columns represent different accident locations, and the elements in the matrix are the corresponding traffic flow attenuation ratios. Then, combine the constructed traffic flow attenuation factor matrix with the integrated external data source and establish a multi-level OD inversion model. Specifically, when establishing a multi-level OD inversion model, determine the functional zoning of different regions according to urban planning data, and analyze the travel demand of different regions in combination with population and economic indicators. Then, using the traffic flow attenuation factor matrix and considering the impact of accidents on traffic flow, start from the overall regional level and gradually subdivide to local roads to establish a multi-level model that can invert the origin-destination distribution of traffic flow, and calibrate and verify the parameters of the model to ensure the accuracy of the model.

[0064] Furthermore, preprocess the integrated external data source, the relevant information output by the multi-level OD inversion model, and the historical traffic volume data to make them meet the input requirements of the grey system model and the BP neural network model. Load the grey system model and the BP neural network model respectively, and input the preprocessed data into these two models simultaneously. Among them, the grey system model processes the input data and generates the first predicted traffic volume sequence by its internal algorithms (such as accumulation generation, modeling, prediction, etc.) to predict the traffic volume at different future time points. The BP neural network model learns and trains the input data, adjusts the weights and thresholds of the network, and establishes the relationship between input and output. Then, use the trained model to predict the future traffic volume and generate the second predicted traffic volume sequence.

[0065] Furthermore, analyze the first predicted traffic volume sequence and the second predicted traffic volume sequence, and calculate the information entropy of the two sequences using the entropy weight method. Among them, the information entropy reflects the uncertainty or variation degree of the data in the sequence. Specifically, according to the information entropy, calculate the weight distribution coefficients of the grey system model and the BP neural network model. Specifically, the model corresponding to the sequence with a larger variation degree has a relatively larger weight because it contains more information. According to the calculated weight distribution coefficients, perform weighted fusion on the first predicted traffic volume sequence and the second predicted traffic volume sequence. For each time point, multiply the predicted value in the first predicted traffic volume sequence by the weight distribution coefficient of the grey system model, multiply the predicted value in the second predicted traffic volume sequence by the weight distribution coefficient of the BP neural network model, and then add the two products to obtain the predicted value of the benchmark long-term traffic volume at this time point. By performing the above operations on all time points, generate a complete sequence of predicted values of the benchmark long-term traffic volume, that is, obtain the predicted long-term traffic volume corresponding to the highway location.

[0066] Step S105: Based on the interchange type, structural influence, current turning traffic volume, and long-term predicted traffic volume, determine the geometric layout optimization plan and road technical indicators corresponding to the interchange type.

[0067] Among them, the geometric layout mainly involves the spatial geometric shapes and mutual positional relationships of traffic facilities such as roads, ramps, and intersections in the highway interchange area, and may include specific geometric parameters such as lane width, length, curve radius, ramp slope, and intersection angle. These parameters directly affect the driving trajectory of vehicles and traffic fluency. Road technical indicators are a series of quantitative parameters used to measure the performance and quality of roads, such as design speed, traffic capacity, service level, pavement structure strength, and subgrade stability. They reflect the characteristics of roads in terms of traffic function, structural safety, and comfort, and are interrelated and influential.

[0068] Specifically, the geometric layout and road indicators corresponding to the interchange type can be determined by running traffic engineering design software, which incorporates algorithm models for determining geometric layouts and road technical indicators based on different interchange types, reasons for reconstruction, and turning traffic volumes. More specifically, according to the interchange type and turning traffic volume, a traffic flow theory model (such as the LWR model) is used to calculate the lane number and width adjustment plan that meets traffic demand. For example, if the turning traffic volume is large and the existing lanes are congested, the model may recommend increasing the lane number or widening the existing lanes to obtain an optimized solution. For the curve radius and ramp slope in the geometric layout, calculations are made in combination with the design speed requirements and the vehicle driving mechanics principle to ensure that vehicles can drive safely and smoothly on curves and ramps, obtaining an optimized solution. Specifically, when a vehicle drives on a curve, it is mainly affected by centrifugal force and the frictional force between the tire and the road surface. To ensure the safe and smooth driving of the vehicle, the centrifugal force cannot exceed the maximum frictional force between the tire and the road surface. Therefore, the calculation formula for the curve radius , where R is the curve radius, v is the design speed, is the lateral friction coefficient, and g is the acceleration due to gravity. When a vehicle drives on a ramp, it needs to overcome the component of gravity along the ramp direction. At the same time, to ensure the driving safety and comfort of the vehicle, the ramp slope cannot be too large. According to the vehicle driving mechanics principle, the driving force of the vehicle driving on the ramp needs to meet the requirements of overcoming slope resistance and rolling resistance, etc. According to the use function of the ramp and the expected vehicle types passing through, the appropriate design speed and vehicle types are determined. Referring to the power performance parameters of the vehicle, the maximum slope at which the vehicle can drive safely at different design speeds is determined. For example, when the design speed of a car is 40 km / h, the maximum slope it can generally adapt to is about 8% - 10%; the climbing ability of trucks is relatively weak, and at the same design speed, it may only be able to adapt to a slope of 5% - 7%. In terms of determining road technical indicators, based on traffic flow data and geometric layout parameters, the design traffic capacity of the road is determined through the traffic capacity calculation formula, and the service level grade under different design schemes is evaluated according to the service level evaluation model. The traffic capacity calculation formula is , represents the design traffic capacity; represents the basic traffic capacity, , N is the number of lanes, is the basic traffic capacity of a single lane under ideal conditions, is the lane width correction coefficient. Generally, the narrower the lane width, the smaller this coefficient, is the lateral clearance correction coefficient, is the large vehicle correction coefficient. The higher the proportion of large vehicles, the smaller this coefficient, is the driver condition correction coefficient. = is the service level correction factor, which is determined based on the service level. The higher the service level, the smaller the correction factor. Traffic flow density k is used as the primary parameter for evaluating highway service levels, and the service level is divided into six levels: A, F, and F. The specific classification criteria are as follows: (service level, (density range), description). For example, (A, (0-11), free flow) indicates that vehicles can freely choose their speed with almost no delays; (B, (11-18), stable flow) indicates that speeds begin to be affected to some extent, but driving freedom is still relatively high; (C, (18-26), stable flow) indicates that traffic volume increases, and speed and driving freedom are further restricted; (D, (26-35), near-unstable flow) indicates a significant decrease in speed and reduced driving comfort; (E, (35-45), unstable flow) indicates that traffic is prone to fluctuations and delays increase; and (F, (above 45), forced flow) indicates severe traffic congestion, with extremely low speeds or even stopped vehicles. By calculating the actual traffic flow density on a highway and comparing it with the above criteria, its service level can be determined. At the same time, taking into account the reasons for the renovation, if the renovation is caused by the access to the surrounding newly developed areas, it is also necessary to comprehensively consider the impact of factors such as the elevation and line shape of the new access road on the geometric layout and road indicators of the entire interchange area, and conduct corresponding review and adjustment of the pavement structure strength and roadbed stability indicators to ensure that the road can withstand the new traffic load and environmental conditions.

[0069] Specifically, in this embodiment, based on the interchange type, structural impact, current turning traffic volume, and long-term predicted traffic volume, a geometric layout optimization solution corresponding to the interchange type is determined, including: Based on the structural impact, determine the expected transformation characteristics corresponding to the current highway; Based on the current turning traffic volume, long-term predicted traffic volume and expected transformation characteristics, determine the characteristics to be transformed and determine the characteristic layout corresponding to each characteristic to be transformed; Based on the interconnection type and each feature layout, a geometric layout optimization solution corresponding to the interconnection type is determined.

[0070] Among them, the expected transformation characteristics are based on the analysis of structural impacts, and the specific characteristics of the current highway that need to be adjusted in terms of geometric layout, facility configuration, etc.

[0071] Specifically, based on the obtained construction impacts, the rainy-season renovation characteristics corresponding to the current highway are determined. Specifically, if it is found that the traffic flow growth after the interchange renovation in a certain section exceeds a certain value (a preset value, which can be 30%) of the original design capacity, "increasing the number of lanes" is listed as one of the expected renovation characteristics; for another example, if the structural impact shows that the connection angle between a certain ramp and the main line is not conducive to the rapid merging and diverging of vehicles, resulting in an increased accident risk in this area, "optimizing the connection angle between the ramp and the main line" is determined as an expected renovation characteristic. At the same time, the potential demands brought about by the regional development plan are considered. For example, if a new commercial area is about to be built in the vicinity, it is expected that the pedestrian crossing demand will increase in the future, and then "adding pedestrian overpasses or underground passages" is included in the list of expected renovation characteristics. Finally, all the determined expected renovation characteristics are sorted into a structured list for storage, which is convenient for subsequent calls.

[0072] Furthermore, based on the previously obtained current turning traffic volume and long-term predicted traffic volume data, each expected renovation characteristic is compared and checked one by one. For example, if "optimizing the ramp layout" is among the expected renovation characteristics, by checking the current turning traffic volume, it is found that the queue length at the entrance of a certain ramp often exceeds a certain value (a preset value, which can be 200 meters) during peak hours, making it difficult to merge into the main line, and the long-term predicted traffic volume shows that the traffic pressure on this ramp will continue to increase, then the layout of this ramp is determined as a renovation characteristic to be improved.

[0073] For each renovation characteristic to be improved determined, a professional traffic engineering design software (such as VISSIM) is used to plan the characteristic layout. Taking lane widening as an example, according to the current and long-term traffic volume sizes, combined with the design speed of the main line, the number of lanes to be widened is determined using the traffic capacity calculation formula, the lane width is set with reference to the vehicle driving safety standards (such as 3.5 meters for car-only lanes and 3.75 meters for mixed lanes), and the length of the transition section is determined according to the transition section design specifications (generally not less than 50 meters). These parameters are integrated to form the characteristic layout of this renovation characteristic to be improved.

[0074] Furthermore, the system obtains the previously determined current highway interchange type (such as a trumpet interchange) and the characteristic layout information of each feature to be modified, and then optimizes and integrates the layout within the established interchange framework. For example, for a trumpet interchange, if there is a feature requiring ramp alignment optimization, its characteristic layout includes new curve radius and transition curve parameters. The electronic equipment then applies these parameters to the trumpet interchange's ramp design location, replacing the original alignment parameters to ensure smoother vehicle travel. For lane layout adjustments, such as widening a mainline lane, the system widens and reconstructs the existing mainline lane based on the number and width of lanes in the characteristic layout. Shoulder widths and median dimensions are also adjusted to maintain the rationality and coordination of the road's cross-section. After integrating and optimizing all features to be modified, a complete geometric layout optimization plan is generated, including a plan layout diagram (showing the optimized alignment and connectivity of the road and ramps), a longitudinal section design diagram (showing the adjusted longitudinal slope and vertical curve), and detailed parameter documentation, providing a precise basis for subsequent project implementation.

[0075] Furthermore, in this embodiment, the expected modification features include the number of lanes and the length of the acceleration lane. Based on the current turning traffic volume, the long-term predicted traffic volume, and the expected modification features, the features to be modified are determined, including: Review the traffic capacity of each road section in the traffic engineering map and identify bottleneck sections; Based on the current turning traffic volume and long-term predicted traffic volume, the VISSIM simulation model was used to test the traffic efficiency of different lane widening schemes; Based on the bottleneck sections, structural impacts, and traffic efficiency of different lane widening schemes, determine whether to modify the vehicle lane number characteristics and whether to modify the acceleration lane length characteristics to determine the characteristics to be modified.

[0076] Capacity refers to the maximum number of vehicles that can pass through a specific road section or lane within a unit of time (usually one hour) under certain road and traffic conditions. It is an important indicator for measuring road service levels and traffic carrying capacity, and is categorized into basic capacity, potential capacity, and design capacity.

[0077] Bottlenecks are sections of a road network where, due to factors such as a reduced number of lanes, poor road alignment, or poor intersection design, their capacity is significantly lower than that of adjacent sections, resulting in traffic congestion or queuing. These sections restrict the smooth flow of traffic across the entire road system.

[0078] Specifically, load the traffic engineering map and parse each road section in the map using the built-in traffic engineering analysis software. More specifically, identify the geometric features of each road section, such as the number of lanes, lane width, road slope, horizontal curve radius, etc. Based on these geometric features, combined with relevant standards and formulas in the field of traffic engineering, calculate the design traffic capacity of each road section. For example, for a straight section, according to factors such as lane width and lateral clearance, calculate the basic traffic capacity per lane of this road section according to the specified formula, and then multiply by the number of lanes to obtain the design traffic capacity of this road section. Compare the calculated traffic capacities of each road section with the actual traffic flow data (which can be the current traffic flow data or refer to historical traffic flow data). If the actual traffic flow of a certain road section is close to or exceeds its design traffic capacity, and obvious traffic congestion occurs during peak hours, such as a long vehicle queue length and a significant reduction in vehicle speed, mark this road section as a bottleneck road section and record its specific location and relevant characteristic information.

[0079] Furthermore, organize the data of the current turning traffic volume and the long-term predicted traffic volume, and classify and count them according to different time periods (such as peak hours, off-peak hours) and turning directions (such as left turn, right turn, straight). Start the VISSIM simulation model and import the traffic engineering map data of the current highway, including information such as the geometric shape of the road, lane distribution, intersection location, etc. According to different lane widening schemes (for example, widen a certain road section from two-way four lanes to two-way six lanes, or increase the number of lanes of a certain ramp, etc.), make corresponding adjustments to the lane layout of the road in the VISSIM model.

[0080] Input the organized current turning traffic volume data into the VISSIM model, set the preset simulation parameters (such as vehicle type ratio, driving behavior parameters, etc.), run the simulation model, simulate the traffic operation conditions of different lane widening schemes under the current traffic conditions, and record data such as the average vehicle driving speed, traffic flow, and delay time corresponding to each scheme. Similarly, input the long-term predicted traffic volume data into the VISSIM model, run the simulation model again according to the above steps, and obtain the relevant data of different lane widening schemes under the long-term traffic conditions.

[0081] Organize and analyze the simulation results of different lane widening schemes under the current and long-term traffic volumes, and calculate the traffic efficiency indicators of each scheme, such as the percentage increase in average vehicle speed, the increase amplitude of traffic flow, the reduction ratio of delay time, etc.

[0082] Furthermore, comprehensively analyze the location and characteristics of the bottleneck sections, as well as the traffic efficiency data of different lane widening schemes. If the traffic congestion at a certain bottleneck section is caused by insufficient lane numbers, and the scheme of increasing the lane number can significantly improve the traffic efficiency of this section in the VISSIM simulation (for example, the average vehicle speed increases by more than 20% and the delay time decreases by more than 30%), while considering the structural impact of this section (such as the surrounding land use conditions, the impact on other roads, etc.), it is reasonable to determine that the transformation of the vehicle lane number characteristics should be carried out, and "increasing the lane number" is listed as the characteristic to be transformed.

[0083] For the transformation of the acceleration lane length characteristics, analyze the merging situation of vehicles at the entrance in the current turning traffic volume and the long-term predicted traffic volume. If it is found that the acceleration lane length is short at some entrances, resulting in difficulties for vehicles to merge into the main line, such as frequent deceleration and waiting for opportunities to merge, which affects the traffic flow of the main line, and considering the structural impact (such as the terrain conditions near this entrance, the connection relationship with other roads, etc.), it is determined that it is feasible to extend the acceleration lane length. At the same time, referring to the traffic efficiency data of different acceleration lane length schemes in the VISSIM simulation model (such as the reduction of vehicle merging time and the reduction of interference to the main line traffic), determine whether to carry out the transformation of the acceleration lane length characteristics, and list it as the characteristic to be transformed or excluded.

[0084] Finally, sort out the characteristics to be transformed determined for the vehicle lane number characteristics transformation and the acceleration lane length characteristics transformation to determine the characteristics to be transformed.

[0085] Step S106: Generate the transformation plan corresponding to the current highway based on the interchange type, geometric layout optimization plan, and road technical indicators.

[0086] Convert the geometric layout optimization plan and road technical indicators into a structured list of engineering tasks. Each task includes information such as task name, detailed description, technical requirements, and quality standards, e.g., "Widen the main-line lanes to six lanes in both directions, with a single-lane width of 3.75 meters, and use asphalt concrete pavement." Then, based on the task complexity, resource requirements, and construction process logic, combined with local construction conditions, climate factors, and construction period limitations, use scheduling techniques such as the critical path method to formulate construction steps and time arrangements, e.g., "Phase 1: From January to March 2024, complete the foundation excavation and ground treatment of the widened areas on both sides of the main line; Phase 2: From April to June 2024, lay the base course and surface course asphalt concrete for the newly widened lanes." At the same time, estimate the costs of labor, materials, machinery, etc. based on market conditions, engineering cost databases, and bill of quantities, and generate a budget statement, e.g., "The total budget is expected to be 80 million yuan, of which 30 million yuan is for the pavement project and 25 million yuan is for the ramp construction." Finally, use traffic simulation software to simulate the traffic operation conditions in the reconstructed interchange area, compare with the current indicators, and evaluate the expected effects, e.g., "After the reconstruction, the average speed during peak hours in the interchange area increases by 25% and the delay time decreases by 30%." Integrate this information into a complete reconstruction plan document and output it in formats such as PDF and DOC for use by traffic engineering construction and management departments.

[0087] The embodiment of the present application provides a method for reconstructing an interchange area of an expressway. By comprehensively considering the traffic engineering drawings, historical accident data, location information, and reconstruction reasons of the current highway, accurately determine the interchange type, deeply analyze the structural impact of the reconstruction on the existing road network, and at the same time combine the current turning traffic volume and the long-term predicted traffic volume to scientifically formulate a geometric layout optimization plan and road technical indicators, and finally generate a targeted reconstruction plan, effectively improving the foresight, rationality, and safety of the reconstruction project, ensuring that the expressway can better adapt to future traffic demands after reconstruction, optimizing the road network structure, and reducing the risk of traffic accidents, thereby improving the effectiveness of the reconstruction through comprehensive and detailed data analysis and design optimization.

[0088] The above embodiment introduces a method for reconstructing an interchange area of an expressway from the perspective of the method process. The following embodiment introduces an apparatus for reconstructing an interchange area of an expressway from the perspective of virtual modules or virtual units. For details, see the following embodiment.

[0089] See Figure 2 , the apparatus 20 for reconstructing an interchange area of an expressway may specifically include: an acquisition module 201, a first determination module 202, an analysis module 203, a second determination module 204, a third determination module 205, and a generation module 206, where: An apparatus 20 for reconstructing an interchange area of an expressway, comprising: An acquisition module 201, configured to acquire a traffic engineering drawing, historical accident data, and the location of a highway, and acquire the reason for the transformation corresponding to the highway. The traffic engineering drawing includes the connection relationships between the highway and each road and the existing linear longitudinal slope parameters; A first determination module 202, configured to determine the interchange type corresponding to the highway based on the traffic engineering drawing; An analysis module 203, configured to acquire the existing design indexes of the intersecting road, and analyze the structural impact of the interchange transformation on the existing road network in combination with the reason for the transformation; A second determination module 204, configured to determine the current steering traffic volume and the long-term predicted traffic volume corresponding to the highway location. The long-term predicted traffic volume includes the traffic volume growth prediction for the coming years; A third determination module 205, configured to determine the geometric layout optimization scheme and road technical indexes corresponding to the interchange type based on the interchange type, the structural impact, the current steering traffic volume, and the long-term predicted traffic volume; A generation module 206, configured to generate a transformation plan corresponding to the highway based on the interchange type, the geometric layout optimization scheme, and the road technical indexes;

[0090] In a possible implementation manner of the embodiment of the present application, when the first determination module 202 determines the interchange type corresponding to the highway based on the traffic engineering drawing, it is specifically configured to: Identify the intersecting road corresponding to the highway in the traffic engineering drawing, and determine the parameters of the intersecting road. The parameters of the intersecting road include the road grade and the design speed; Acquire the set of interchange types corresponding to different road grades, and extract the applicability characteristic parameters corresponding to each interchange type; Based on the parameters of the intersecting road, the existing linear longitudinal slope parameters, and the applicability characteristic parameters, determine the interchange type corresponding to the highway from the set of interchange types through a multi-dimensional matching algorithm.

[0091] In a possible implementation manner of the embodiment of the present application, when the first determination module 202 determines the interchange type corresponding to the highway through a multi-dimensional matching algorithm, it is specifically configured to: Construct a type decision matrix including the road grade, the design speed, and the terrain characteristics; Collect the traffic composition characteristic values and terrain and geological parameters of the highway; Input the type decision matrix, the traffic composition characteristic values, and the terrain and geological parameters into a pre-trained type selection model, and obtain a candidate type sequence including the applicability score; Select the interchange type corresponding to the highway from the candidate type sequence based on the evaluation of the transformation economy and the verification of the construction feasibility.

[0092] In a possible implementation manner of the embodiment of the present application, when the second determination module 204 determines the long-term predicted traffic volume corresponding to the highway location, it specifically is used for: Integrate the external data sources of the current highway. The external data sources include population and economic indicators, urban planning data, and technology development parameters. The technology development parameters include the new energy vehicle penetration curve and the autonomous driving maturity assessment matrix; Construct a traffic flow attenuation factor matrix based on historical accident data, and establish a multi-level OD inversion model in combination with the external data sources; Adopt a combined prediction algorithm to simultaneously run the grey system model and the BP neural network model, and respectively generate a first predicted traffic volume sequence and a second predicted traffic volume sequence; Introduce the entropy weight method to dynamically calculate the weight distribution coefficients of the grey system model and the neural network model, and generate a benchmark long-term traffic volume prediction value through weighted fusion to obtain the long-term predicted traffic volume corresponding to the highway location.

[0093] In a possible implementation manner of the embodiment of the present application, when the third determination module 205 determines the geometric layout optimization scheme corresponding to the interchange type based on the interchange type, structural influence, current turning traffic volume, and long-term predicted traffic volume, it specifically is used for: Based on the structural influence, determine the expected renovation characteristics corresponding to the current highway; Based on the current turning traffic volume, long-term predicted traffic volume, and expected renovation characteristics, determine the characteristics to be renovated, and determine the characteristic layout corresponding to each characteristic to be renovated; Based on the interchange type and each characteristic layout, determine the geometric layout optimization scheme corresponding to the interchange type.

[0094] In a possible implementation manner of the embodiment of the present application, the expected renovation characteristics include the lane number characteristic and the acceleration lane length characteristic. When the third determination module 205 determines the characteristics to be renovated based on the current turning traffic volume, long-term predicted traffic volume, and expected renovation characteristics, it specifically is used for: Conduct a capacity review on each section in the traffic engineering drawing respectively to identify bottleneck sections; Based on the current turning traffic volume and long-term predicted traffic volume, use the VISSIM simulation model to test the traffic efficiency of different lane widening schemes; Combine the bottleneck sections, structural influence, and the traffic efficiency of different lane widening schemes to determine whether to renovate the vehicle lane number characteristic and whether to renovate the acceleration lane length characteristic, so as to determine the characteristics to be renovated.

[0095] Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, devices, and units described above can refer to the corresponding processes in the foregoing method embodiments, and will not be elaborated herein.

[0096] See Figure 3 , the embodiment of the present application also introduces an electronic device from the perspective of an entity device, such as Figure 3 shown Figure 3 The electronic device 300 shown in includes: a processor 301 and a memory 303. Among them, the processor 301 and the memory 303 are connected, such as connected through a bus 302. Optionally, the electronic device 300 may further include a transceiver 304. It should be noted that in actual applications, the transceiver 304 is not limited to one, and the structure of the electronic device 300 does not constitute a limitation to the embodiment of the present application.

[0097] The processor 301 may be a CPU (Central Processing Unit, central processor), a general-purpose processor, a DSP (Digital Signal Processor, data signal processor), an ASIC (Application Specific Integrated Circuit, application-specific integrated circuit), an FPGA (Field Programmable Gate Array, field programmable gate array) or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. It can implement or execute various exemplary logic blocks, modules and circuits described in combination with the disclosure of the present application. The processor 301 may also be a combination that implements a computing function, such as a combination including one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0098] The bus 302 may include a path for transmitting information between the above components. The bus 302 may be a PCI (Peripheral Component Interconnect, peripheral component interconnect standard) bus or an EISA (Extended Industry Standard Architecture, extended industry standard architecture) bus, etc. The bus 302 may be divided into an address bus, a data bus, a control bus, etc. For the sake of representation, Figure 3 only a thick line is used in to represent, but it does not mean that there is only one bus or one type of bus.

[0099] The memory 303 can be a ROM (Read Only Memory), or other types of static storage devices that can store static information and instructions, a RAM (Random Access Memory), or other types of dynamic storage devices that can store information and instructions. It can also be an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory), or other optical disc storage, optical disc storage (including compact discs, laser discs, optical discs, digital versatile discs, Blu-ray discs, etc.), magnetic disk storage media, or other magnetic storage devices, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.

[0100] The memory 303 is used to store the application program code for executing the solution of this application, and is controlled by the processor 301 for execution. The processor 301 is used to execute the application program code stored in the memory 303 to implement the content shown in the foregoing method embodiments.

[0101] Among them, the electronic device includes but is not limited to: mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Tablet Computers), PMPs (Portable Multimedia Players), vehicle terminals (such as vehicle navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc., and can also be a server, etc. Figure 3 The electronic device shown is only an example and should not impose any limitations on the functions and usage scope of the embodiments of this application.

[0102] The embodiments of this application provide a computer-readable storage medium, on which a computer program is stored. When it runs on a computer, it enables the computer to execute the corresponding content in the foregoing method embodiments.

[0103] It should be understood that although the steps in the flowchart of the accompanying drawings are shown in sequence according to the indication of the arrows, these steps do not necessarily have to be executed in the order indicated by the arrows. Unless there is a clear indication in this article, the execution of these steps has no strict order limit and can be executed in other orders. Moreover, at least a part of the steps in the flowchart of the accompanying drawings may include multiple sub-steps or multiple stages. These sub-steps or stages do not necessarily have to be executed at the same moment, but can be executed at different moments, and their execution order does not necessarily have to be sequential, but can be executed alternately or in turn with at least a part of other steps or sub-steps or stages of other steps.

[0104] The above are only some embodiments of the present application. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present application, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present application.

Claims

1. A method for reconstructing an expressway in an interchange area, characterized in that, Including: Obtain the traffic engineering drawing, historical accident data and highway location of the current highway, and obtain the transformation reason corresponding to the current highway. The traffic engineering drawing includes the connection relationship between the current highway and each road and the existing linear longitudinal slope parameters; Based on the traffic engineering drawing, determine the interchange type corresponding to the current highway; Obtain the existing design indexes of the intersecting road, and analyze the structural impact of the interchange transformation on the existing road network in combination with the transformation reason; Determine the current turning traffic volume and long-term predicted traffic volume corresponding to the highway location. The long-term predicted traffic volume includes the traffic volume growth prediction in the coming years; Based on the interchange type, the structural impact, the current turning traffic volume and the long-term predicted traffic volume, determine the geometric layout optimization scheme and road technical indexes corresponding to the interchange type; Based on the interchange type, the geometric layout optimization scheme and the road technical indexes, generate the transformation plan corresponding to the current highway.

2. The highway reconstruction method for the interchange area according to claim 1, wherein The determining the interchange type corresponding to the current highway based on the traffic engineering drawing includes: Identify the intersecting road corresponding to the current highway in the traffic engineering drawing, and determine the intersecting road parameters of the intersecting road. The intersecting road parameters include the road grade and the design speed; Obtain the set of interchange types corresponding to different road grades, and extract the applicability characteristic parameters corresponding to each interchange type; Based on the intersecting road parameters, the existing linear longitudinal slope parameters and the applicability characteristic parameters, determine the interchange type corresponding to the current highway from the set of interchange types through a multi-dimensional matching algorithm.

3. The highway reconstruction method for the interchange area according to claim 2, wherein The determining the interchange type corresponding to the current highway through the multi-dimensional matching algorithm includes: Construct a type decision matrix including the road grade, the design speed and the terrain characteristics; Collect the traffic composition characteristic values and terrain and geological parameters of the current highway; Input the type decision matrix, the traffic composition characteristic values and the terrain and geological parameters into a pre-trained type selection model, and obtain the candidate type sequence including the applicability score; Based on the transformation economic evaluation and construction feasibility verification, select the interchange type corresponding to the current highway from the candidate type sequence.

4. The method for reconstructing an interchange area expressway according to any one of claims 1 to 3, characterized in that, Determining the long-term predicted traffic volume corresponding to the highway location includes: Integrate the external data sources of the current highway. The external data sources include population and economic indexes, urban planning data and technology development parameters. The technology development parameters include the new energy vehicle penetration curve and the autonomous driving maturity evaluation matrix; Based on the historical accident data, construct a traffic flow attenuation factor matrix, and establish a multi-level OD inversion model in combination with the external data sources; Adopt a combined prediction algorithm to simultaneously run a grey system model and a BP neural network model, and generate a first predicted traffic volume sequence and a second predicted traffic volume sequence respectively; Introduce the entropy weight method to dynamically calculate the weight distribution coefficients of the grey system model and the neural network model, and generate a benchmark long-term traffic volume prediction value through weighted fusion to obtain the long-term predicted traffic volume corresponding to the highway location.

5. The highway reconstruction method for the interchange area according to claim 1, wherein Based on the interchange type, the structural impact, the current turning traffic volume, and the long-term predicted traffic volume, determine the geometric layout optimization plan corresponding to the interchange type, including: Based on the structural impact, determine the predicted renovation characteristics corresponding to the current highway; Based on the current turning traffic volume, the long-term predicted traffic volume, and the predicted renovation characteristics, determine the characteristics to be renovated, and determine the characteristic layout corresponding to each characteristic to be renovated; Based on the interchange type and each characteristic layout, determine the geometric layout optimization plan corresponding to the interchange type.

6. The highway reconstruction method for the interchange area according to claim 5, wherein The predicted renovation characteristics include the lane number characteristics and the acceleration lane length characteristics. Based on the current turning traffic volume, the long-term predicted traffic volume, and the predicted renovation characteristics, determine the characteristics to be renovated, including: Conduct capacity review on each section in the traffic engineering drawing respectively to identify bottleneck sections; Based on the current turning traffic volume and the long-term predicted traffic volume, use the VISSIM simulation model to test the traffic efficiency of different lane widening schemes; Combining the bottleneck sections, the structural impact, and the traffic efficiency of different lane widening schemes, determine whether to renovate the vehicle lane number characteristics and whether to renovate the acceleration lane length characteristics to determine the characteristics to be renovated.

7. An interchange area highway reconstruction device, characterized in that, Including: An acquisition module for acquiring the traffic engineering drawing, historical accident data, and highway location of the current highway, and acquiring the renovation reason corresponding to the current highway. The traffic engineering drawing includes the connection relationship between the current highway and each road and the existing linear longitudinal slope parameters; A first determination module for determining the interchange type corresponding to the current highway based on the traffic engineering drawing; An analysis module for acquiring the existing design indicators of the intersecting road, and analyzing the structural impact of the interchange renovation on the existing road network in combination with the renovation reason; A second determination module for determining the current turning traffic volume and the long-term predicted traffic volume corresponding to the highway location. The long-term predicted traffic volume includes the traffic volume growth prediction for the next few years; A third determination module for determining the geometric layout optimization plan and road technical indicators corresponding to the interchange type based on the interchange type, the structural impact, the current turning traffic volume, and the long-term predicted traffic volume; A generation module for generating the renovation plan corresponding to the current highway based on the interchange type, the geometric layout optimization plan, and the road technical indicators.

8. The highway reconstruction device for the interchange area according to claim 7, characterized in that, When the first determination module determines the interchange type corresponding to the current highway based on the traffic engineering drawing, it is specifically used for: Identify the intersecting road corresponding to the current highway in the traffic engineering drawing, and determine the intersecting road parameters of the intersecting road. The intersecting road parameters include the road grade and the design speed; Obtain the set of interchange types corresponding to different road grades, and extract the applicability characteristic parameters corresponding to each interchange type; Based on the intersecting road parameters, the existing linear longitudinal slope parameters, and the applicability characteristic parameters, determine the interchange type corresponding to the current highway from the set of interchange types through a multi-dimensional matching algorithm.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; A memory; At least one application program, where the at least one application program is stored in a memory and configured to be executed by at least one processor, and the at least one application program is configured to: execute the interchange area highway reconstruction method according to any one of claims 1 to 6.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed in a computer, cause the computer to execute the interchange area highway reconstruction method according to any one of claims 1 to 6.

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